Power transmission means



Feb. l, 938. A. J. CHANTRY POWER TRANSMISSION MEANS Filed Oct. 5, 1931 4Sheets-Sheet 1 ucm J. Chmfkr INVENTOR ATTORNEY Feb. l, 1938. A J CHANTRY2,106,720

POWER TRANSMISSION MEANS Filed Oct. 3, 1931 4 Sheets-Sheet 2 J. ChomT-xjINVENTOR ffl-Lam ATTORNEY Feb. 1, w38. A. J. CHANTRY 2,106,720

POWER TRANSMISS ION MEANS Hun J. Changing INVENTOR ATTORNEY Feb. l,1938. A J, CHANTRY 2,106Q720 POWER TRANSMISSION MEANS Filed Oct. 3, 19314 Shee'bS-Sheb 4 lan J. Chnvnj I INVENTOR 'V Y y BY/aWf/QM ATTORNEYPatented Feb. 1, 1938 UNIT ED Siggi :S A

PQWER TRANSli/HSSION MEANS Allan 5. Chantry, United States NavyApplication October 3, 1931, Serial No. 566,692

25 Claims.

(Granted under the a amended April 30,

My invention relates to improved power transmission means adapted forvarying loads. It more particularly relates to such transmissions atvariable speeds as well as change in direction of the transmitted power.

Heretofore in such transmissions substantial increases in the load haveresulted in the stalling of. the motor even before the same could bedisconnected from the transmission means by conveniently arranged andreadily operable disconnecting means.

One object of my invention is to provide means for automaticallypreventing such stalling of the motor.

Another object of my invention is to provide means whereby a change ofspeed or direction may be made while the mechanism is in operation atany speed or in any direction without the necessity of releasing anyclutch and without clash, noise or substantial wear, as well as toprovide means whereby free wheeling is substantially attained.

A further object of my invention is to provide simple, durable,convenient and reliable means whereby the maximum speed oi the drivenmechanism may be fixed at will.

A further object oi my invention is to provide a simple, durable andconveniently arranged and operable mechanism for carrying out theforegoing and other objects oi, my invention which will become apparentfrom the following description and drawings of my invention.

With the above and other objects in view, the invention consists in theconstruction, combination and arrangement of parts as will behereinafter more fully described.

Reference is to be had to the accompanying drawings illustrating myinvention in its two typical forms which I have devised for itsefficient practice and forming a part of this speciiication in whichlike reference characters indicate corresponding parts throughout theseveral views and in which:

Fig. 1 is a central, longitudinal, sectional view of a portion of myinvention substantially on lines X--X of Fig. 10;

Fig. 2 is a vertical, sectional view on line i-l of. Fig. l with theexception oi the outer casing;

Fig. 3 is an elevation View oi the revoluble parts illustrated in Fig. las viewed from the upper end of Fig. 1, but omitting the casing;

Fig. 4 is a View similar to Fig. 3, but illustrating said parts asviewed from the lower end of Fig. l;

ct ci March 3, 1883, as 1928; 370 O. G. 757) Fig. 5 is a diagrammaticview of the type of automatic clutch illustrated in Figs. 1 and 2;

Fig. 6 is a central, longitudinal, sectional view of a different type ofclutch mechanism adapted also to automatically slip and not to stall themotor when the load exceeds a definite maximum and which mechanism maybe substituted for any or all of the clutch cylinders illustrated inFigs. l and 2;

Figs. 6A and 6B are enlarged plan views of a portion oi the cam drivingsurfaces 3i), 3l. on portions 23, 23D, and 28 in different relativedriving positions;

Fig. 6C is a similar View of a portion of. cam ring 3U;

Fig. 6D is a view similar to Fig. 6B showing rollers on the tips or kthecam projectionsy to aierd less wear;

Fig. 6E is an enlarged sectional view on line t-ii of Fig. 6D;

Fig. 7 is a plan View of the means for controlling the motion of thecontrol lever which lever is shown in section;

Fig. 8 is a diagrammatic plan View of the clutch control mechanismshowing one of the control units in central, longitudinal section;

Fig. 9 is an enlarged side elevation view of the clutch control leverincluding adjacent portions of the mechanism operated thereby andshowing certain parts in section;

Fig. 10 is a side elevation view illustrating my invention as applied toan automobile, motor boat or other device;

Figs. 11 and 12 are enlarged central vertical sectional views of themeans for supplying the pressure oil to the respective transmissionshafts;

Fig. 13 is an enlarged central vertical sectional view taken on a planepassing through the opening oi Fig. 12; and

Fig. 14 is a diagrammatical view of the piping to and from the oilsupply and mechanism. y

In the type in which I have embodied my invention, 'for its mostconvenient, durable and eiiicient practice, oil, air or other fluid isdesigned to be lrept under pressure, preferably by the motor, and sodirected by a control means that the desired torque and direction ofmovement transmitted from the motor and indicated by the control means,may be maintained to accomplish the stated objects of my invention andwithout. stalling the motor due to substantial sudden increase in thetorque upon the motor. Said pressure i'luid preferably is adapted tooperate the clutch members both into and out of their clutchingengagement, as well as to maintain l55 such clutch members in theirdesired positions.

However, the holding of each clutch engagement by the fluid pressure sothat said clutching en gagement may slip automatically whenever a givenmaximum torque is exceeded, is most desirable.

More specically said fluid pressure is adapted to act upon one or morepistons to accomplish said operation and control of the clutch members.Still more specifically the fluid pressure is adapted to be taken from acommon sump or supply, placed under pressure, preferably by the motor orsome part driven thereby, passed to said piston or pistons and after usethe device, with its leakage, is returned to said sump or supply forreuse.

In the accompanying drawings in which like characters of referenceindicate the same parts, I0 represents the primary shaft of thetransmission means, which shaft may be positively lconnected to thecrank shaft of the motor by bolts or otherwise, or may be connectedthereto through a suitable friction clutch, as may be desired, althoughin many cases with my invention such friction clutch may be dispensedwith.

In the type of installation of my invention shown in Fig. 10, I Irepresents a portion of the motor frame work or casing having its usualintegral transmission assembly ring Ila, to which is bolted thetransmission casing assembly ring I2 preferably integral with thetransmission casing I2a whose upper portion I2b is removably attached tocasing ifa substantially along a plane coincident with the longitudinalcenter of shaft I0. Casing portion I2b is adapted to cover the upperportion of the hereinafter described clutch mechanism, while the lowerportion thereof is housed by the juxtaposed portion of casing 52a.

Preferably upon the end of shaft IQ remote from the motor is apreferably enlarged head I3 preferably provided with a plurality ofradially extending openings I i therein, which openings are preferablyformed round and each of said openings I4 are adapted to contain apreferably round piston I5, prevented from entering too deep into eachopening I4 by a lug or rib l li secured to said head I3 preferably tosuch point as will not permit the head of the piston to enter itsopening I4 further than to conform with the outer periphery of head I3.Each piston l5 is preferably feathered to and free to slidenon-revolubly within its opening I4. The head of each piston l5 ispreferably provided with a conical ridge or wedgeshaped portion I1extending across the head of said piston preferably at its center andextending parallel to the axis of head I3. A tubular sleeve I8preferably surrounds head Iii and is rigidly secured at one end to ashaft lila. The bore of tube I8 is provided preferably with a pluralityof conical or wedge-shaped ridges 81) each preferably extendinglongitudinally of tube i8 throughout the extent of openings I4 in headi3. 'I'he apex of the ridge or ridges I8b terminate at a point whichaffords a clearance space between said point or points and the peripheryof head I3. The end of head I3 adjacent shaft ISa is provided with abearing projection i3d engaging in bearing I3b carried by the adjacentend of shaft I8a. Shaft Ia has rigidly secured thereto a gear I9 whichmeshes with anidler gear 20 which `meshes with a gear ZI rigidly securedto one end `of`V shaft 2Ia, having rigidly secured thereto a sleeve I8such as heretofore described in connectlonwith shaft Ilia, Figures 1 and2. Shaft 2do. carries bearing I3b accommodating bearing portion I3a ofhead I3 revolubly mounted within tubular sleeve i8 and rigidly securedto one end of shaft 2lb near whose opposite end is rigidly secured agear Zic meshing with gear Illa rigidly secured to shaft I Coaxialshafts 2Ia and 2lb are preferably mounted to one side of coaxial shaftsill and I fia, while coaxial shafts 2Id and 2Ie, respectively similar toshafts 22a, and 2lb heretofore described, are revolubly mounted to theopposite side of coaxial shafts IQ, Ia. Said shaft 2Ie has rigidlysecured near one end thereof a gear lb which meshes with said gear Ita,while at the end of shaft 2Id is rigidly secured a gear I lc meshingwith said gear I9.

Shaft lli is hollow for a portion of its length adjacent its head I3,while shafts 2lb and 2Ie, with each of the heads I3 of shafts It, 2Iband 2 le are hollow throughout their length and cornmunicate with thepistons I5 in each of the openings Ili in each of the heads I3.

Oil or other fluid pressure applied to the hollow of either shaft Iii orshaft 2lb or 2Ie will cause the pistons I 5 in the head i3 secured tothe shaft to which such pressure is applied, to be moved radiallyoutward in their openings I4, and the apexes Il of such outwardly thrustpistons I5 to engage the wall of the bore of its associated tube it witha pressure substantially equivalent to that exerted by such fluid uponthe pistons. The force of the contact between the apexes I'I and thebore of tube I8 may be suflcient to drive the tube I8. Should the samebe insufficient then such apexes I'I will slide over the surface of thebore of tube i3 and into engagement with the inclined surfaces of theridges I8b projecting inwardly from the surface of the bore of tube I8.The power transmission torque is a factor of the fluid pressure forcingthe apexes II of pistons I5 into engagement with and the angularity ofthe surface of the bore of tube i8, as well as of the centrifugal forceof the pistons I5, which pistons are formed hollow, preferably ofuniformly thin metal as shown in dotted lines in Fig. 2, in order toreduce to a minimum the said variable contributing factor of thecentrifugal force of the pistons I5. When the power transmission torqueincreases, suddenly cr otherwise, to a degree likely to stall the motor,the fluid pressure is adapted to be set to permit slippage in the driveand prevent such stalling by causing apexes Ib, acting as cams engagingthe apexes ll of pistons I5, to force the pistons I5 inwardly againstthe pressure of the fluid until the apexes Il clear the apexes lhwhereupon the apexes I'I of pistons l5 are thrust outwardly by the fiuidpressure which keeps the apexes I'I of pistons I5 in contact with thebore of tube I8. This relative movement of the pistons I5 and the tubeI8 is continued either until the motor picks up speed sufficient totransmit the requisite torque through the piston apexes I? engaging withthe bore of the selected tube E8, or until the selected tube has beendisengaged and a different tube and its oooperating pistons l5 embracedin a different gear ratio has been selected to transmit the requiredpower-torque.

"In the embodiment of my invention disclosed in Figures 1 to 4inclusive, shafts Il and |811 are adapted to transmit the highestforward speed, during which its associated shafts 2id-2lb and 2id-Ziefunction merely as idlers. The lower forward speeds are transmitted toshaft IIl, thence to gear Ilia, thence to gear Illb, thence to shaftEle, thence to tube i8 fixed to shaft ZId, thence and thence to withoutthe gear case where the driving torque may be utilized, in which casethe portions of shafts lita and le, with their associated parts,intermediate gears ma and i9 function as idlers. Backing speeds aretransmitted from shaft iii to gear ma thence to gear Etc, thence toshaft 2lb, thence through pistons i5 to tube I8 rigidly upon shaft 2da,thence to gear 2l, thence to idler gear 2li, thence to gear i9 andthence to shaft Ia which transmits the backing power to a point outsidethe gear casing where it may be utilized. While backing, the portions ofshafts it and 18a with their associated parts intermediate gears i@ andE9 function as idlers.

When the fluid pressure is applied to the pistons l associated with atube i8 fixed to either shaft ita, 2id, or 2id, the driving torque willaccordingly be transmitted either at full forward speed, or at lowerforward speed, or reverse.

The thus described change speed mechanism is enclosed in a casing whoseportions Via and ith are bolted together substantially as shown Fig. 10with the usual gasket in the joint therebetween. The shafts iii-ita,2id-tie, and 21a- 25h are provided with suitable bearings within such acasing, which bearings may be as diagrammatically indicated in Fig. l..From this casing the shaft iSd projects and may be connected to thedriven mechanism either through a universal joint 22, typically shown inFig. 1B, or in any other convenient or suitable manner.

I havedevised a modined forni of tubes it and their cooperating pistonsand associated parts. This modied form is shown in Fig. 6. Thismodification is designed to be employed upon and to connect therespective shafts iti-ita, 2le-2iCZ, HIJ-2id, which, with other parts ofthe heretofore described change gear mechanism employed in thismodification, will be designated by the same reference characterheretofore ernployed with the addition of an exponent A tube i8 issecured at one end to each of the shafts ia, Zia', and d. Shaft lo'extends into tube i8 secured to shaft ida. Into the tube I8 secured toshaft 2da extends shaft 2lb. Into the tube i8 secured to shaft 2idextends shaft 2le. The shafts fie', iii 25o are provided with bearingportions i3d provided with bearings lh carried by their respectiveshafts 2id', ma', and 2da. Secured at or near each end of each tube ISare cani or clutch rings 23, 23a each having cam or clutch projectionsor teeth 23h upon their inner faces. Substantially midway between saidrings 23 and 23a. is rigidly secured to the inner surface of each tubei8 a cam or clutch ring 2d having cam projections or clutch teeth 2daupon each of its opposite faces. These rings 223, 23a, and 24 extendfrom the bore of each tube i8 inwardly a distance such as will aord thedesired length and distance for their said cam projections or clutchteeth. Between each of the cam or clutch rings fit-2s and on each shaftIG', 2lb', and 24e are feathered and free to slide, by suitable keyscooperating in key-ways 25a, a pair of pistons 2t and 2i. Each of thesepistons 28 and 2l are provide-d with a central hub which surrounds andslides longitudinally upon its respective shafts it', 2th', and 2te'.Each of the pistons 26 and 2l' are respectively provided with skirts 28027a whose outer surfaces are of such diameter as to afford a substantialclearance space within the irmer wall of each tube it", while each skirt27a is telescoped over a portion 2Gb of each of its associated skirts2da, each of which portion Zeb being of reduced diameter adapted toslide within the bore of each of its associated skirts 21a. A packingring 26o is provided between each skirt portion 26h and its associatedskirt 2id to prevent or retard leakage from or to the interior portionof each of the telescoped piston skirts 2da and 2id. Upon the head ofeach piston 26 and 2i, and preferably of different metal and securedthereto, is a cam or clutch ring 253, said ring 28 being adapted to beiengaged with or disengaged from their juxtaposed rings 23', 24, and 23o.

Each of the shafts i6', fili', and 2Ie is tubular in order to admit thefluid pressure into one or the other of their respective bores as may bedesired. Each of the shafts lii, Zib, and 2te is provided with aplurality of ports 25 adapted to admit the fluid pressure from the boresof such tubular shafts to the space between the skirts 2da, and Elarespectively of pistons 26 and El and between the hubs of said pistons,a screw or other limit stop 2da being secured to each of said shafts,Fig. 6, between the hubs of each pair of pistons 2t and 2l to preventsaid pistons from shutting off said iiow of oil through said ports 25.`

On each of the opposite sides of each set of ports 25 each of saidshafts is provided with an oil retaining ring 29 engaging theirrespective shafts and the bores of the respective hubs of pistons and 2ito prevent the seepage of oil therethrough from ports 25 as well as fromthe oil cavity within the skirts of each pair of pistons 26 and 2i.

Each ring f3, 23a, and 2f is preferably formed of cam surfaces it, Fig.6A, and the cooperable face of each ring 2t is provided with camprojections Si typically shown in Figs. 6A, 6B. The cam surfaces 3Q foreach pair of pistons 25 and 2'! are preferably staggered reiative to thecam projections tu for another pair of pistons 26 and 2l upon the saineshaft; and the cani projections 3i on each ring 28 of tube i8', adaptedto cooperate with said cam projections Se, are likewise staggeredrelative to the cain projections 3B of another pair of pistons 2t and2i'. pressure applied at will to either tubular shaft iii', Bib', or 2tewill iiow through its ports 25 into the cavity between each pair ofpistons 26 and 2li and confined by the skirts thereof. This fluidpressure will cause each pair of pistons 2li and 2l to move away fromeach other and to bring their respective cam projections 3i intoengagement with the cams {it} upon rings 23, 23a, and 2d with a forceproportionate to the uid pressure. Such engagement of cams 3ft and 3lwill cause the driving torque to be transmitted yieldingly through saidcam engagement. Such yielding torque transmission will prevent thestalling of the motor.

While in Fig. 6 I have shown two pairs of pistons 26, 2l, it is desiredto be understood that one or any other number of such pair may beemployed. When the fluid pressure causes the engagement of the cams 3dand 3i of either the high forward speed, the low forward speed or thereverse, the driving torque will be correspondingly transmitted, whilesaid named driving elements to which the fiuid pressure is not appliedwill not have their respective cams Sii and Si in driving engagement andhence will function merely as idlers.

The fluid pressure may be applied to either of the shafts m2 ioor2 leofthe form of the embodiment of my invention shown in Figures 1 to 4 TheiiuidU or to either of the shafts IU, 2lb or 2|e of that type ofconstruction in which my invention is embodied as illustrated in Fig. 6,in any conventional or desirable manner whereby the fluid pressureselects the particular shaft corresponding to the particular speedand/or direction in which the driving torque is to be transmitted.However, I have devised a typical form of such means which isillustrated in Figures '1 to 10 inclusive. Such typical form has beendevised to conform substantially to the change gear practice forinstance in automobile driving. In said typical mechanism 30A representsthe change gear lever which extends preferably downwardly through asubstantially X-shaped opening 3| in plate 32. Beneath said plate 32said lever 30A is provided with a ball fulcrum 33 mounted in the usualsplit bearing 34 therefor. Said lever 30A is provided with an arm` 35extending from said ball fulcrum 33 and is provided with a preferablyround terminal portion 36 adapted to be engaged with means for desirablychanging the driving ratio.

The bearing 34 is provided with a base 31, Figures 9 and 10, which issecured by bolts 38 or otherwise preferably to a raised central portion39 of casing portion 12b. Arms 31a. of base 31 project through opening31h in floor 31e or otherwise, to desirable position plate 32, and saidplate 32 is secured to said arms 31d by screws ld or otherwise.

Preferably upon the inner surface of portion 39 of casing I2b aresecured a plurality of cylinders 40, Fig. 8, one for each tube i8 or I8heretofore described, for controlling whether or not fluid pressure isto exist within any of such tubes. Slidable within each cylinder #i8 area plurality, preferably three, of pistons 4| secured to a piston rod 42projecting through the cylinder head 43 where it is adapted to beprovided with the usual packing gland to prevent leakage about said rod42 where it passes through said head i3. Rigidly secured upon the outerend of each rod 42 is a substantially U-shaped member irl slidablymounted upon a guide 45 preferably upon each side thereof and suitablysecured either or both to the cylinder 40 and/or casing portion 3S.

In the instance shown in the drawings, three cylinders 4U are provided,two upon one side of portion 3S of gear shift lever 35A, and one uponthe opposite side thereof, as shown in Fig. 8. In this figure the lowerleft cylinder tl@ is connected by uid pressure supply pipe riti to thebore of tubular shaft I8 or lll', which is adapted to give high forwardspeed; the upper left cylinder all is connected by pipe 4.1 with thebore of tubular shaft 2te or 2lc, which is adapted. to give low forwardspeed; while the upper right-hand cylinder 4!! is connected by pipe 48with the bore of tubular shaft 2lb or 2lb', which is adapted to give areverse driving movement.

The substantially X-shaped opening SlA in plate 32, Fig. 1, adapted tocontain portion of gear shift lever 30A, is provided with lateralterminal extension 3io, of said opening 31A at its lower left, and atits upper and lower right respectively with terminal extensions SIZ),3io. When portion 35 of gearshift lever 38A occupies extension Sla ofopening 31A the gear shift lever is adapted to operate pistons 4I in theupper right or reversing cylinder 45 shown in Fig. 8; and when inopening Sie the same is adapted to operate the pistons in the lower leftor high forward speed cylinder 40 shown in Fig. 8; while when inextension 3 Ib the same is adapted to operate the pistons in the upperleft or low forward speed cylinder shown in Fig. 8.

Gear Ell, Fig. l0, driven by the motor meshes with the gear 5| ofdriving shaft 52 which drives oil or other iiuid pressure pump 53. Pump53 intakes its fluid from pipe 54 preferably leading from the bottom ofoil or other fluid pressure supply space 55 provided preferably withinframe portion i2a. Pump 53 supplies uid pressure to pipe 56 branched toopposite sides of gear shift lever lA and preferably into the top 39 ofcasing portion I2), where the branched portions of pipe 56 respectivelyconnect with and supply pipes 51 and 58, Fig. 8, which enter theirrespective cylinders ill at points in the length of suc-h cylinders lilioffset at least the thickness of one piston 4l from the plane at whichthe respective pipes de, 41 and 48 enter their respective cylindersfili. Each cylinder 4l) is provided with a fluid outlet pipe 59 whichenters its respective cylinder til substantially the thickness of onevalve 4| toward the closed end of each cylinder 40 from the point wheretheir respective pipes 46, 41 and i8 enter the same. Pipes 59 receivethe used oil, and its seepage around pistons 4I, to oil supply space 55.

rIhe portion of each guide @i5 toward the portion 33 of change gearlever 38 has an opening Elia therein 'through which said portion 36 isadapted to pass, Fig. 8. In the normal position of each piston-rod l2with its rigid pistons 4l the opening in the portion l of each of therespective piston rods 42 registers with their respectiveA openings @5a.The neutral position of the gear shift lever 30A is that in which itsportion 36 is in the center of the substantially X-shaped opening 35A inplate 32 as shown in Fig. 7, in section and by dotted line in Fig. 8.The movement of said portion 3S in the diagonal portions of the openingsllA from said neutral position to the end of either of the diagonalportions of the openings 34A will cause said portion 36 of gear shiftlever 35A to pass through one of the openings Alilla through guide 45and into the opening said portion A of piston rod 42; and the movementof said portion 35 into either of the openings Sla, 3io or 3io, i', ofplate 32 will cause the movement of the portion 0.14 of the particularpiston rod i2 to be moved from the slot 45a toward the cylinder dll,substantially from the dotted position shown at the upper left of Fig. 8to that position there showing said parts in full lines. In such laststated movement the confines, for instance, of portion Elu of slot 31A,as well the oppositely disposed guides 45, will prevent said portion 36of gear shift lever leifrom being moved out of the opening in saidportion 44 of operated piston rod 42 until said lever returns saidportion lll with its rod 42 and pistons 4I to normal position where saidportion 36 of lever may be moved through opening 45a. in the appropriateguide 45 to normal position. In its operated position away from normalof each piston rod 42 with its attached parts, typically of the upperleft cylinder in Figs. 8, le, the fluid pressure is adapted to flow frompipe 51 into cylinder between the central and the inner pistons lll, andthence through the pipe 41 to enable the driving. torque to betransmitted through the means and at the rate aforesaid. When saidpiston rod 412, typically at the upper left of Fig. 8 is returned to itsnormal position, there shown in dotted lines, the end piston 4I preventsthe fluid pressure from pipe 51 from entering said pipe 41 while the endand central pistons il form an intermediate through passage connectingpipes il and 59 which permits the iiuid in pipe :il and its connectedparts to flow partially therefrom into pipe 59 and thence into the uidsupply cavity 55, Fig. 10, in casing portion i211. In the normalposition of piston rod 42 in the lower left cylinder it of Figs. 8, 14,the permissible return now of the iiuid is from pipe 45 to pipe 5S andthence to 55, as aforesaid. In the operated position of said last namedpiston rod the flow of iiuid pressure is from pipe 5l to pipe 45 toenable the driving torque to be transmitted at the rate and directiondetermined therefor. In the position of piston rod 42 shown at the upperright of Fig. 8 the permissible return flow of the fiuid is from pipe i5to pipe 55 and thence to 55 as aforesaid; while in its operated positionthe pressure fluid is adapted to flow from pipe 5B to pipe i8 to permitthe driving torque to be transmitted at the rate and in the directiondetermined therefor as aforesaid. A drain pipe t@ connects each of theopposite ends of each-cylinder li!) with its adjacent fluid return pipe55 to enable the iiuid that may escape around each of the outer pistonsli! to be drained into said pipe 59 and thence into the fluid supplycavity 55.

The pump 53, Fig. l0, is preferably connected to pipe 56 through afitting 56a provided with a typical reducing valve adapted to permitsome of the pumped oil to iiow at reduced pressure from fitting 56athrough pipe 56h leading such reduced oil pressure into and filling thecavity within casing portions 20, and B2b to surround the change gearmechanism enclosed therein Shown either in Figures 1 or 6, which reducedoil pressure is also adapted to be conveyed to other portions of themechanism where forced feed lubrication may be desired. The pressure ofthe oil within said casing portions 52d and 12b and surrounding eitherof said forms of change speed mechanism is normally substantially lessthanl is adapted to flow through the pipes 55 as aforesaid. Respectingthe form of change speed mechanism illustrated in Figures l to 4inclusive said reduced oil pressure, in addition to lubricating theparts, also functions to maintain against their stops i6 each of thepistons i5 which is not subjected to the oil pressure from either pipe56 tending to hold such subjected pistons in their outward positions.Respecting the structure of Fig. 6 said reduced oil pressure surroundseach of the tubes i8 and is adapted to flow through a plurality ofopenings l@ extending through the wall of each tube i8', through whichopenings iii andotherwise said reduced pressure oil is in contact witheach of the eX- ternal surfaces of each pair of telescoped pistons 26and 2l, as well as between each of the cam surfaces 3Q and 3i and withineach bearing i313.

When the higher pressured oil coming from either tubular shaft it',2lb', or 2te" through ports 25 into the cavity between each pair oftelescoped pistons 25 and 2l for engaging their respective cam surfaces3G and 3i in driving relationship, the substantially lesser pressure ofthe oil upon the outer surfaces of each pair of said pistons 25 and 2lis insufcient to impair the driving engagement cf the cam surfaces 35and 3l but upon the release of the greater oil pressure within any ofthe sets of 'telesccped pistons 25 and 21, the lesser pressure of theoil upon the external surfaces of such sets of pistons will quicklydisengage their respective cooperable cam surfaces 30 and 3i.

The lubricating oil pressure, for instance between the bore of tube i8and the periphery of head i3 of Fig. 2 or between the cam surfaces Stand 3i, Figs. 6 and 6A not only affords substantial lubrication of theseparts, but also acts as a cushion to relieve the suddenness of suchcontacts and the noise otherwise incident thereto.

In Fig. l the pedal 8@ is adapted to release the friction clutch throughwhich the motor drives the mechanism, when such clutch is employed; andwhen a brake is desired for the driven mechanism its operating pedal maybe simila;` to and back to pedal @il as is typical in automotive andsimilar practice.

Thus far in the description of my invention it has been contemplatedthat any convenient means may be provided for leading the fluid or oilpressure to each or either of the hollow shafts iii, ih, file or iii',2th', 259'; I have provided means therefor which will now be described.The means therefor with respect to shafts 2lb, 2|e or 2lb", and ic isindicated in Fig. 11 wherein the casing portions i211, 52h surroundingeach of said shafts is provided upon its outer surface with asubstantially circular gasket t! interposed between said casing portionsand the iiange 82 of a substantially circular housing 53 with which thefluid pressure oil pipe 4l or 48 is connected. The flange 8i? isprovided with bolts or screws 54 for clamping the same to the casingportions ita., l2bi with said gasket 8l between the clamp surfaces.Shafts i5, 2th and Zie may each be furthermore provided when desired,with a bushing 83a secured preferably in the casing portion 82a andsurrounding each of said respective shafts. In the outer end of bushing83a is preferably threaded in a recess thereof the packing member 83hadapted to compress packing gland 85o about each of the respectiveshafts 2lb and 2l e at Zih and 2 ie, to further prevent the escape ofoil from around said shafts.

The fluid pressure oil is preferably supplied to tubular shaft if) or iby pipe 46 secured to a substantially circular casing 95, Fig. 12,surrounding said shaft and having flange 9| clamped by screws or bolts92 to the outer surface preferably of casing member iZa with a gasket93clamped therebetween. Said oil pressure comes from said pipe i5 into acavity 94 surrounding said shaft l5 or i5', and thence through aplurality of openings 95 through the wall of said tubular shaft it orit. The outer end of said casing 95, surrounding shaft lil or l0 isprovided with a packing gland 95 adapted to be clamped by member 9'! inthe usual or any other desired manner. To overcome the effect ofcentrifugal force of the rotating shaft l5 or l0' upon the oil withinthe radial openings 95 therethrough I provide an impeller blade 94aprojecting from said shaft and inclined over each opening 95 in thedirection of rotation of said shaft, Fig. 13, to induct oil into saidopenings 95.

The drain pipes 55, Fig. 14, are connected by pipe 55a which returns thedrain oil to the oil supply area 55 of Fig. l0, pipe 59a extendingdownwardly preferably upon the offside of Fig. 1G for said purpose.

From the casing of check valve 56a, in the instance shown in Fig. 10,extends a pipe 56o to' a relief valve 55d communicating with pipe 56ewhich empties into the oil supply area 55. This enables the fluidpressure surplus to be returned to the oil supply area, the pressure atwhich valve 55d is set to open being that of the maximum oil pressureadapted to be supplied to shafts I0, 2lb and 2|e', and which controlsthe driving torque and hence the driving speed.

Preferably from a point conveniently in the piping 56 extends a pipe 56fleading to an airdome 55g. From pipe 5M extends a branch pipe 56h topressure gauge 561' adapted to disclose its face through an opening ininstrument panel 567 shown in dotted lines in Fig. l0, or to any otherdesirable place, for disclosing the working pressure of the oilsubstantially between and |811 of Fig. 2 or between 3U, 3| of Figs. 6,6A. To accomplish a change of gear, by a different setting of the lever30, as Well as brake the car by the motor by leaving it in gear, whenthe motor is not running, the pressure in airdome 56g affords sufficientoil pressure for said purpose. For the purpose of preventing the oilpressure from escaping through pump 53 back into the oil supply area 55a typical check valve 56cm is designed to be provided preferably withinthe casing of said valve 56a, Fig. 10, between the aligned pipe portions56 leading thereto and therefrom, which check valve performs its usualfunction of permitting the flow of oil upm ward therethrough by closingand preventing any opposite flow of the oil.

The pump 53 may be a rotary or gear pump, either of which supplies aconstant uid pressure independent of the speed at which it is driven,said speed merely influencing the volume supplied by the pump. However,such pump may be of the centrifugal type wherein the pressure of the oilsupplied by it is proportionate to the speed at which it is driven.

In one type of my invention I prefer to employ the rotary or gear pumpand the airdome 56g which, while the motor is running, will causepistons I5 and their cooperating cam portions |8b of Fig. 2, or the camsurfaces 30 and 3| of Figs. 6, 6A and 6B, which forms drive or powertransmission, to be in engagement at a constant pressure which isdesigned to be such as will permit the slippage of said cam surfaces 3i]and 3| to prevent the stalling of the motor when it is running at a.substantial definite speed.

In the other type of my invention I prefer to employ the centrifugalpump 53. When the motor is running, the oil pressure supplied to pistonsl5 or 2li and 21 is proportionate to the speed of the motor, and whenlever 30A is not in neutral position, the engagement of pistons l5 withcam surfaces ISD, or of cam surfaces 3l) and 3| of Figs. 6 and 6A, ofthe selected transmission, are at all times in driving engagement whichwill yield or slip to prevent the stalling of the motor at practicallyany of its many different operative speeds. In each of these forms,before stopping the motor it is preferable that it be briefly operatedat high speed in order to build up a substantial pressure within airdome55 and its associated pipes above the check valve, which check valve isadapted to retain such pressure for use, until the motor is againoperated.

Fig. I4 illustrates a diagrammatic View of the pressure oil supply anddrainage piping circuits, wherein the same reference charactersdesignates the heretofore described parts in their modied arrangementrequired for clarication in this View.

In Figs. 6D and 6E, I have shown the preferred construction of the camprojection 3| as being formed of a roller H5, rotatably mounted on eachof said projections 3| and between bifurcated portions of saidprojection. The surface of each roller lll? and thin coacting camsurface 30 are conical, as shown in Fig. 6E in order to provide the mosteflicient frictionless and long wearing engagement.

The invention herein described may be manufactured and used by or forthe Government of the United States for governmental purposes withoutthe payment to me of any royalties thereon or therefor.

Having now described my invention so fully that others skilled in theart may therefore make and use the same, what I claim and desire tosecure by Letters Patent is:

l. In a transmission means the combination of two members adapted totransmit driving torque, one of said members being provided with apiston mounted to move therewith as well as at an angle to the members,the other of said members being provided with a surface adapted to beengaged in driving engagement by said piston, means for applying a fluidunder pressure to and removing the pressure from. said piston to attainsaid driving engagement, and means for applying a iiuid under pressureto the engageable surfaces of the piston and the other member todisengage said surfaces when the first stated pressure is removed.

2. In a transmission means the combination of two members adapted totransmit driving torque, one of said members being provided with aplurality of pistons each having a driving surface at one end, eachpiston being mounted to move therewith as well as at an angle to themembers, the other of said members being provided with a driving surfaceadapted to be en` gaged in driving engagement by the driving surfaces ofsaid pistons, means for applying a fluid under pressure to and removingthe pressure from said pistons simultaneously to maintain said drivingengagement during the pressure application, and means for applying afluid under pressure simultaneously between the engageable surfaces ofsaid pistons and other member to disengage said surfaces when the firststated pressure is removed.

3. In a transmission means the combination of two members adapted totransmit driving torque, one of said members having a plurality ofpistons slidably mounted thereon substantially parallel to thelongitudinal axis of the member, each of said pistons being providedwith a driving surface, the other of said members being provided withdriving surfaces adapted to be engaged in driving engagement by thedriving surf faces of said pistons, means for applying fluid pressure tosaid pistons to attain said driving engagement and means for applyingfluid under pressure to the driving surfaces to lubricate and disengagethe same.

4. In a selective variable transmission, the combination of a drivingand a driven means; a plurality of pairs of members having one of eachpair intermediate, and drivingly connected respectively to, the drivingand driven means; means whereby each of said pairs of members may bedifferently driven, a piston having a driving surface at one end andcarried by one member of each of said pairs of members and movablerelatively thereto at an angle to the direction of the driving movementof said member, the other member of each of said pairs of members beingprovided with a driving surface juxtaposed to said driving surface ofthe piston for driving the same by said piston carrying member, aseparate fluid inlet for leading fluid to each piston, fluid pressuremeans for selectively applying fluid under pressure to the inlet of andholding the piston of lany one pair of members in said drivingengagement at a time, and means for applying fluid under pressure to andbetween the driving surfaces not desired to be in driving engagement forlubricating and disengaging said surfaces.

5. In a selective variable transmission, the combination of a drivingand a driven means; a plurality of pairs of members having one of eachpair intermediate, and drivingly connected respectively to, the drivingand the driven means; means whereby each of said pairs of members may bedifferently driven, a piston carried by one member of each of said pairsof members and movable radially thereto and provided with a drivingsurface on its outer end, the other member of each of said pairs ofmembers being provided with a driving surface juxtaposed to andextending throughout the path of the driven movement of its piston,separate fluid inlets for leading fluid to each piston, means includingvalve means for said inlets for applying uid pressure to the inlet ofand holding the driving surfaces of any one pair of members in drivingengagement, and means for maintaining between all said driving surfacesa lubricant under lesser pressure than said fluid pressure whereby saidpressure lubricant disengages and maintains the disengagement of thedriving surfaces not maintained in driving engagement by the fluidpressure.

6. In a selective variable transmission, the combination of a drivingand driven means; a plurality of pairs of members having one of eachpair intermediate, and drivingly connected respectively to, the drivingand the driven means; means whereby each of said pairs of members may bedifferently driven, a piston having a driving face and driven by onemember of each of said pairs of members and movable longitudinallythereto, the other member of each of said pairs of members beingprovided with a driving surface juxtaposed to and adapted to be engagedat any time by the driving face of said piston for driving the same bysaid piston driving member, selective means having at least one elementcommon to each pair of members for holding only the driving face of thepiston of any one pair of members in said driving engagement at a time,and means for applying a force to and between said driving faces notdesired to be in driving engagement to disengage the same.

7. In a transmission means the combination of two members, one of saidmembers being provided with a piston having a driving face and mountedto move therewith as well as relatively at an angle to its direction ofmovement, the other of said members being provided with a driving faceadapted to be engaged in driving engagement by said surface of thepiston, means for applying uid pressure to a different face of saidpiston for moving said piston into and maintaining its drivingengagement,said coacting driving faces having complementary portions ofdifferent heights for moving the piston and displacing some of saidfluid when said faces slip to avoid stalling the driving power, andmeans for applying fluid pressure between said driving faces forlubricating and disengaging said faces.

8. In a transmission means the combination of two members adapted totransmit driving torque, one of said members being provided with apiston having a driving face and mounted to move therewith as Well asrelatively at an angle to its direction of movement, the other of saidmembers being provided with a driving face adapted to be engaged indriving engagement by said piston, means for applying a substantiallyconstant uid pressure to and between said driving faces for lubricatingsaid faces and moving said piston out of said driving engagement, andmeans for applying a greater fluid pressure to a different face of saidpiston for moving the piston into and maintaining its drivingengagement.

9. In a transmission means the combination of two members adapted torevolubly transmit driving torque, one of said members being providedwith a piston having a driving surface and mounted to move radiallytherewith as well as relative to its rotation, the other of said membersbeing provided with a driving surface surrounding and adapted to beengaged in driving engagement by, said surface of the piston, means forapplying a substantially constant fluid pressure to and between saiddriving engageable surfaces for moving said piston out of said drivingengagement, and means for applying a greater fluid pressure to adifferent face of said piston for moving the piston into and maintainingits driving engagement.

l0. In a transmission means the combination of two rotatable members,one of said members being provided with a piston having a cam surfaceand mounted to move therewith as well as relatively longitudinally toits direction of movement, the other of said members being provided witha cam surface having a plurality of cam projections disposed in acircular path and adapted to be engaged in driving engagement by the camsurface of said piston, means for applying a substantially constantfluid pressure to a face of said piston adapted to move said piston outof said driving engagement, and means for applying a greater fluidpressure to a different face of said piston for moving the piston intoand maintaining its driving engagement.

ll. In a selective variable transmission, the combination of a drivingand a driven means; a plurality of pairs of members having one of eachpair intermediate, and drivinglyv connected respectively to, the drivingand the driven means; means whereby each of said pairs of members may bedifferently driven, a piston having a cam surface and carried by onemember of each of said pairs of members and movable relatively theretoat an angle to the direction of the driving movement of said member, theother member of each of said pairs of members being provided with a camsurface having a plurality of cam projections disposed in a circularpath and adapted to be engagcd by said piston for driving the same bysaid piston carrying member, means for applying a substantially constantfluid pressure between each of said cam surfaces for normally holdingthem out of their said driving engagement, and means having at least oneelement thereof common to each pair of members for, at will, applying agreater yieldable uid pressure selectively to only one of said inlets ata time which communicates with a different surface of the pistons ofeither pair of said members for maintaining their driving engagementwhereby the slippage of the cam surfaces permitted by the yielding ofthe fiuid pressure prevents stalling.

l2. In a selective variable transmission, the combination of a drivingand a driven means; a plurality of pairs of rotatable members having oneof each pair intermediate, and drivingly connected respectively to, thedriving and the driven means; means whereby each of said pairs ofmembers may be differently driven, a piston having a driving surface atits outer end and radially carried by one member of each of said pairsof members and movable radially thereto, the other member of each ofsaid pairs of members being provided with an internal surface extendingover and adapted to be engaged by said driving surface of the piston fordriving the other member by said piston carrying member, means forapplying asubstantially constant iiuid pressure to and between saidsurfaces for normally holding said pistons out of their said trivingengagement, and means for, at will, applying a greater yieldable fluidpressure to a different surface of the piston of only one selected pairof said members at a time for moving piston into and maintaining theirdriving engagement.

13. In a selective variable transmission, the combination of a drivingand a driven means; a plurality of pairs of members having one of eachpair intermediate, and drivingly connected respectively to, the drivingand the driven means; means whereby each of said pairs of members may bedifferently driven, a piston having a cam surface at one end anddrivingly carried by one member of each of said pairs of members andmovable longitudinally thereto, the other member of each of said pairsof members being provided with a cam surface having a plurality of camprojections disposed in a circular path adapted to be engaged by the camsurface of said piston for driving the same by said piston carryingmember, means for applying a substantially constant fluid pressurebetween the juxtaposed cam surfaces for lubricating and normally holdingsaid cam surfaces out of their said driving engagement, a separate fluidinlet for each pair of members and communicating with the surface ofsaid piston other than its camsurface, selective means for, at will,applying a greater yieldable fluid pressure at a time to only the inletof one pair of said members for moving said pistons into and maintainingtheir driving engagement, and means for draining residue of the greaterpressure fluid from each piston not in driving engagement.

14. In a transmission means the combination of a shaft adapted to berevolved and having a longitudinal cavity therein, at least one openingextending radially from said cavity through the wall of said shaft, atleast one piston slidably mounted in and closing said opening, a secondshaft adapted to be mounted coaxially said rst named shaft and having anange rigidly secured thereto extending over the portion of said firstnamed shaft provided with said at least one piston, said flange beingprovided with an internal cam surface adapted to be engaged by said atleast one piston, means whereby a iiuid pressure may be applied in thecavity of said rst named shaft and to the inner face or faces of saidpiston or pistons, and means for applying a fluid pressure between thejuxtaposed portions of said cam surface and piston for moving the sameout of engagement when the first stated fluid pressure does not maintainsaid engagement.

15. In a transmission means the combination of two shafts coaxiallymounted and adapted to be rotated, one of said shafts being providedwith a longitudinal opening therein having an outlet through the wall ofsaid shaft, the other of said shafts being provided with a flange xed'thereto and extending over a portion of said other shaft,

a piston mounted upon and slidably keyed to the shaft provided with saidopening and adjacent said outlet, cooperable driving cam surfacescarried by said piston and said flange, means for applying fluidpressure to said longitudinal opening for moving said piston upon itsshaft for moving said cam surfaces into driving engagement, and meansfor applying a lesser pressure fluid between said cam surfaces forlubricating and normally holding the same out of driving engagement.

16. In a transmission the combination of two shafts ooaxially mountedand adapted to be r0- tated, one of said shafts being tubular and theother provided on its adjacent end with a tubular portion extending overa portion of the other shaft, a pair of hollow pistons having theirskirts telescoped and oil sealed over each other and each keyed at itslongitudinal center to surround and move longitudinally on the tubularshaft within said tubular portion, a iiuid port extending through thewall of said tubular lshaft between the heads of said pistons, means forat will applying a yieldable fluid pressure Within the bore of saidtubular shaft, bearing portions fixed on said tubular portion with saidtelescoped pistons between said bearing portions, and cooperable cammeans on the juxtaposed surfaces of each of said pistons and bearingportions for moving the pair of pistons toward each other and displacingsome of the yieldable fluid pressure when the driving torque transmittedby the cam means would tend to stall or stop the rotation of the tubularshaft.

17. The apparatus and combination of claim 16 characterized by means forapplying a pressure medium between said cam means for moving saidpistons and freeing the engagement of said cam means when said yieldablefluid pressure ceases to be applied between said pistons.

18. The apparatus and combination of claim 16 comprising a selectivelyvariable transmission characterized by the elements of said claim beingprovided in a plurality of duplicate sets each set being adapted `to bedifferently driven, a driving and a driven means, means for operativelyconnecting one shaft of each set respectively to the driving and thedriven means, the means for applying a fluid pressure being furthercharacterized as including a separate control means for l each set andbeing operated by a selective means for arbitrarily admitting a fluidpressure within the bore of only'one of the tubular shafts at any time,said selective means including a fulcrurned gear shift lever having adifferent path of travel for controlling the admission of the pressurefluid to each set selectively, and said lever having a portionselectively engaging with and operating each of said separate controlmeans at different desired times.

19. In a power transmission the combination of a driving and a drivenmeans having driving engageable elements intermediate them, an oil pumpadapted to be driven by the driving means, a reservoir adapted tocontain an oil supply, oil pressure means adapted to hold elements ofsaid driving and driven means in driving engagement, feed pipes leadingfrom said reservoir to said pump and from said pump and reservoir tosaid pressure means and a source of oil supply, a pipe leading from theoil supplyv to the pump, a pipe leading from the delivery side of thepump to the cil supply, and a relief valve in said last named pipe forautomatically controlling the pressure in the reservoir.

20. The apparatus and combination of claim 19 further characterized bymeans for receiving an oil pressure adapted to release said pressuremeans, and a second pipe provided with a relief valve leading to saidpressure receiving means from said pipe leading from said pump to saidpressure means.

21. In a power transmission the combination of a driving and a drivenmeans, a plurality of means intermediate the driving and driven means,said plurality of means each having a pair of elements, means fordifferently driving one element of each pair, means for diiferentlydrivingly connecting the other element of each pair to the driven means,a separate oil pressure means for holding the elements of any pair indriving engagement and each having an operative element in differentplanes, and a universally pivoted change gear lever having a portionadapted to move through different planes for operatively engaging saidelement of either of said pressure means for selectively applying oilpressure to only one of said pressure means at a time.

22. The apparatus and combination of claim 21 further characterized byan oil reservoir, an air dome therefor, an oil pump connected to thereservoir and adapted to be driven by the driving means and to supplyoil pressure from said reservoir to each of said pressure means throughsaid selective means, and a check valve between said pump and pressuremeans for automatically turning the oil flow to its source forcontrolling the pressure to which the pressure means and reservoir maybe subjected.

23. The apparatus and combination of claim 21 further characterized bythe element of each pressure means consisting of a valve means forcontrolling the oil ow to and from each of said pressure means, a stemfor each valve means, a

slot in each stem normally adapted to be engaged by the portion of thelever, and means having slots therein registering with the respectivestem slots when in normal position for permitting the entrance and exitof the lever portion to and from the stern slots only in their normalpositions.

24. The apparatus and combination of claim 21 further characterized by aseparate valve for each of said pressure means, a lseparate slidablestem for each of said valves, a slot in each of said stems adapted toreceive said portion of the change gear lever, and means for preventingthe removal of said portion of the change gear lever from either of saidslots after its stem has been moved from its normal closed positionuntil said stem has been returned to its normal position.

25. In a transmission, the combination of a pair of rotary elementshaving relative longitudinal movement and juxtaposed respective drivingand driven surfaces of longitudinally varying projection, only a portionof which surfaces being adapted to be frictionally engaged fortransmitting rotary motion, there being a space between the engagedportions of said surfaces, means for applying a luid under pressure intosaid space for relatively longitudinally moving said elements andmaintaining the engageable portions thereof out of frictional contactwhen said surfaces are not in transmission engagement, said rotaryelements being pistons having said surfaces occupying only a portion oftheir areas, and means for applying to at least one of the pistons a uidunder pressure greater than that of the iiuid in the space between saidsurfaces for displacing some of the last stated uid and maintainingportions of said surfaces in contact while engaged in powertransmission.

ALLAN J. CHANTRY.

